Combined automatic and straight-air brake.



J. W. CLOUD.

GOMBINED AUTOMATIC AND STRAIGHT ATR BRAKE.

APPLICATION FILED MAY 24, 1910.

Patented Oct. 14, 1913.

WITNESSES coLuMmA PLANonR/wn Co.. wAsmNo'roN. D. c.

WNTE @TATES TENT @lulliilltlg JOHN W. CLOUD, OE LONDON, ENGLAND,ASSIGNOB T0 THE VESTLNGHOUSE AIR BRAKE COM'EANY, OF PITTSBURGH,PENNSYLVA NIA, .A CORPORATION 0F ENNSYLVANIA.

COMBINED AUTMATIC AND STRAIGHT-AIB, BRAKE.

Specification of Letters Patent.

Patented Get. 14, 1913.

Application iiled May 24, 1910. Serial No. 563,058.

To all whom t may concern Be it known that l, JOHN W. CLOUD, a citizenof the United States, and a resident ot London, England, have invented acertain new and useful improvement in Combined Automatic andStraight-Air Brakes, oi' which the following is a specification. Y

This invention relates to fluid pressure brakes, and more particularlyto a combined automatic and straight air brake apparatus.

lt is often desirable to operate the engine brakes independently of thetrain brakes at one time and simultaneously with the train brakes atanother time and the principal object of my invention is to provide animproved apparatus :tor securing the above results.

ln the accompanying drawing; Figure 1 is a diagrammatc view ot acombined automatic and straight air brake equipment embodying one formoi' my improvement; Fig. 2 a sectional view ot the independent brakevalve employed in connection with the above apparatus; Fig. 3 asectional vie-wV of the engine controlling cock in the position torsupplying straight air to the engine brake cylinders; and Fig. 4 a faceview oi the rotary valve of the independent brake valve.

rlhe equipment may comprise the usual automatic apparatus including, onthe engine, an engineers brake valve 1 having connection with theautomatic train pipe 2 and with the main reservoir 3 through pipe 4,triple valve device 5, connected to auxiliary reservoir 6, and to t-hetrain pipe 2 by a branch pipe 7, and driver brake cylinders 8 having apipe 9 leading thereto and also to the truck brake cylinder, if one isemployed. Similarly, on the tender a brake cylinder 10 is provided, atriple valve device 11, connected to the train pipe 2 by pipe 13, and anauxiliary reservoir 12. ln addition to the above mentioned automaticapparatus. an independent or straight air brake valve 14 is provided onthe engine, having a pipe 17 leading to one side of a double check valve15 of any desired construction, theopposite side of the double checkvalve 15 being connected to pipe 16 leading to the triple valve device5. The double check valve controls communication from the pipe 17 andfrom the triple valve pipe 16 to the ipe 9 leading to the engine brakecylinders.

On the tender,

van exhaust port 35. lvided with a through port 36 so inclined as vpipe20, the cock 81 port 34 to the a double check valve ,18 is vtrein thepipe 17 to preferably provided and this check valve is connected on oneside to a branch pipe 19 leading to the straight air or independenttrain pipe 2O and on the opposite side to the triple valve pipe 21, apipe 22 connecting the double check valve 1S to the tender brakecylinder 10. rlhe straight air train pipe 20 leads from the independentbrake valve 14 and extends through the train, and on the cars ispreferably connected to the exhaust ports of the triple valves.

rllhe straight air or independent brake valve 14 preferably comprises acasing having a valve chamber 23 connected to pipe 24 through which airis supplied from the main reservoir pipe 4, a reducing valve 25 beinginterposed in the pipe 24, so as to limit the pressure supplied to thebrake valve. ln the valve chamber 23 is a rotary valve 26 adapted to beoperated by a handle 27. rlhe valve 26 is provided with a cavity 28 forconnecting the straight air pipe 2O with exhaust port. 29 inoneposition, and a through port 30 tor supplying fluid to said straightair pipe in another position. lreierably incorporated in the independentbrake valve is `a cock 31 having an operating ,provided with a passagehandle 62 and 33 adapted in one position of the cock to connect a port34 opening into the straight air pipe 20 with pipe 17 to the enginebrake cylinders, and in another posit-ion to connect the pipe 17 withThe cock 31 is also pro- ;to. register in one position of the cock atone end with the pipe 17 and at the other end with a port 37 openinginto the supply pipe 24.

ln operation, the brakes may be controlled Aautomatically throughout thet-rain by the 'lusual manipulation of the engineers brake vvalve 1 tovary the train pipe pressure. `it is desired to apply the brakes bystraight `air, on the engine, gineers brake valve 1 being in runningpotender and cars, the ensition, the straight air brake valve 14 isturned to the position in which the through port 30 registers with theport opening to being in the position shown in Fig. 2, with the port 33connecting pipe 17, so that fluid under pressure is supplied to theengine brake cylinders through pipe 17 shifting the double check valve15 so as to open communication the pipe 9, and air is also supplied tothe straight air train pipe 20, whence it flows tlnough the double checkvalve 1S on the tender to the pipe 22 and the tender brake cylinder 10.On the cars the straight air pipe is connected to the triple valveexhaust, so that air is supplied to the brake cylinders on the carsthrough the triple valve. The brakes may be released With straight airby turning the handle 27 to the position in Which the cavity 28 in therotary valve 26 connects the straight air pipe 2O with exhaust port 29,either completely releasing by leaving the handle 27 in this position,or gradually, by turning the handle back and forth, as desired, betweenrelease and lap positions.

he train brakes may be released While holding the engine brakes appliedafter a straight air application by first turning the cock 31 to lapposition, in Which all the ports are blanked and then turning the brakevalve handle 27 to release position, When the tender and train brakesonly are released, as Will be evident. r1`he engine brakes maysubsequently be released by turning the cock 31 to release position, inwhich the port 33 connects pipe 17 With the exhaust port 35.

To release the train brakes While holding the engine brakes applied,after an automatic application, the straight air brake valve being inrunning position, as shown in Fig. 2, the cock 31 is rst turned toapplication position, in Which the port 36 connects the supply pipe 24with the engine pipe 17, so that [luid under pressure is admitted to thepipe 17 and thereby the double check valve 15 is shifted tocut oli1 theautomatic pipe 16 from the engine brake cylinders 8, then the cock 31 isturned to la position between application and running position. Theengineers brake valve 1 is noW turned to release position and the tenderand train brakes are released in the usual manner, While the enginebrakes are held applied by fluid from the main reservoir in the pipe 17.r1`he engine brakes may subsequently be released by turning the cock 31to ruiming position, so that fluid from the engine brake cylinders mayescape through port 83, to passage 2O and thence through cavity 28 inthe rotary valve 26 to exhaust port 29.

1f the brakes are applied automatically and it is desired to release theengine brakes and hold the train brakes applied, the cock 31 and thestraight air brake valve 141 being in running position, the cock 31 isirst turned to one of its lap positions and then the straight air brakevalve is turned to lap position in which the connection is closed fromthe straight air pipe 20 both to the exhaust port 29 and the supply port30. rlhe engineers brake valve 1 is noW turned to release position andthe engine brakes are released in the usual manner by the movement ofthe engine triple valve to release position. rlhe triple valves on thecars are also moved to release position, but as the straight air pipe 20connected to the exhaust ports of the triple valves is now closed, aircannot escape from the brake cylinders on the cars. 1n the case of thetender, the brakes are at first released when the engineers brake valveis turned to release position, but are immediately reapplied by thevfluid from the car brake cylinders loWing through the straight air pipe20, the double check valve 18 on the tender being thereby shifted, sothat fluid from the straight air pipe enters the pipe 22 and thebrakecylinder 10. 1f the brakes have been applied by straight air, it is onlynecessary to turn the cock 31 to its release position in order torelease the engine brakes Without effecting the other brakes.

The train brakes may be applied independently of the engine brakes byfirst turning the cock 31 to one of its lap positions and then turningthe straight air brake valve to cut off the straight air pipe 20 fromthe atmosphere and connect the same With the supply port 30. Fluid isthen supplied through the straight air pipe and the eX- haust ports ofthe triple valves to the brake cylinders on the cars, While the enginebrakes remain released. Un the tender, the double check valve 18 isshifted by fluid in the straight air pipe 20, so as to opencommunication to the pipe 22 and thus permit flow of air to the tenderbrake cylinder 10. 1f it is desired to apply the engine brakes Withoutapplying the train brakes, the cock 31 is turned to applicationposition, in which fluid from pipe 24 is admitted through port 36 to thepipe 17 and thence flows to the engine brake cylinders.

It Will be noted that al1 of the above described braking operations maybe performed Without interfering in any Way With the automatic system,no matter in What position the independent brake valve or the cock 31happens to be in, Whether placed there purposely or inadvertently.

Vhen the engine and tender are operated.V alone, the straight air pipe20 should be closed by a dummy coupling on the back of the tender and itis not necessary in this ease to charge the automatic system, as theengine and tender brakes may be operated by straight air, or the enginebrakes may be operated independently by manipulation of the cock 31.

Having now described my invention, What I claim as new and desire tosecure by Letters Patent, is:

1. In a fluid pressure brake, the combination with an automatic brakeequipment for the engine and tender, of an independent brake valve forcontrolling the tender` brake and a cock for independently controllingthe engine brake.

2. in a fluid pressure brake, the combination with an automatic brakeapparatus for the engine and for the tender, of an independent brakevalve for controlling the tender brake and a cock for independentlycontrolling the engine brake and having a position for connecting up theengine brake to be operated with the tender brake by manipulation of theindependent brake valve.

3. `in a fluid pressure brake, the combination with an automatic brakesystem on the engine and tender and an engineers brake valve forcontrolling the automatic brakes, of an independent brake valve forcontrolling the brakes on the engine and tender and a cock forindependently controlling the engine brakes and having a positionadapted to connect the engine brake for simultaneous operation with thetender brake upon manipulation of the independent brake valve.

l. in a fluid pressure brake, the combination With a train pipe and abrake equipment on the engine, tender, and cars operating upon areduction in train pipe pressure to apply the brakes, of a straight airpipe and a brake valve adapted to control the pressure in the straightair pipe to apply the brakes on the train and a cock for independentlycontrolling the brakes on the en- 5. ln a uid pressure brake, thecombination with an automatic brake equipment on the engine and anautomatic brake equipment on the tender, of a straight air pipeconnected 'to the tender brake cylinder, a brake valve tor controllingthe pressure in said straight air pipe, an independent pipe connected tothe engine brake cylinders and a cock for controlling the pressure insaid independent pipe.

6. ln a fluid pressure brake, the combination with an automatic brakeequipment on the engine and an automatic brake equipmentl on the tender,of a straight Copies of this patent may be obtained for five cents each,by addressing the air pipe connected to the tender brake cylinder, abrake valve having means for connecting the straight air pipe to asource of fluid pressure in one position and to an exhaust port inanother position, an independent pipe connected to the engine brakecylinders, and a cock having means for connecting the independent pipeto a source of iluid pressure in one position and to an exhaust port inanother position.

7. In a iiuid pressure brake, the combination with an automatic brakeequipment on the engine and an automatic brake equipment on the tender,et a straight air pipe connected to the tender brake cylinder, a brakevalve having means for connecting the straight air pipe to a source offluid pressure in one position and to an exhaust port in anotherposition, an independent pipe connected to the engine brake eyiinders,and a cock having means for connecting the independent pipe to a sou 1ceof fluid pressure in one position in another position, and having stillanother position for connecting the straight air pipe to saidindependent pipe.

S. In a iiuid pressure brake, the combination with an automatic brakeequipment on the engine, tender, and cars, of a straight air pipeconnected to the tender brake cylinder, a brake valve having means forconnecting said straight air pipe to a source of fluid pressure in oneposition and to an exhaust port in another position, an independent pipeconnected to the engine brake cylinders, and a cock having means torconnecting said independent pipe to a source of fiuid pressure in oneposition, to an exhaust port in another position, and to said straightair pipe in another position.

ln testimony whereof yl have hereunto set my hand.

JOHN XV. CLOUD.

1Witnesses WM. M. CADY, A. M. CLEMnN'rs.

Commissioner of Patents,

Washington, D. C.

and to an exhaust port

